Carbureter.



P. GILLES.

V CARBURETER.

APPLICATION FILED SEPT. 1Q. 19M.

1,188,293. Patented M33116, 1916.

INVENTOR.

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WITNESSES;

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' cmunnrnaz i f i Specification of. Letters Patent.

Patented'ltlay 16, 19116..

Application fiIed.September 10, 1914. Serial No. 861,049..

To allrwhom it may concern .1

Be it known that I, PIERRnGirLEs, acitizen of Germany, and residing atSpring.- field, in the county of Hainpden, State of Massachusetts,United States of America,- .have invented certain newand usefulImprovements inCarbureters, of which the fol-I lowing is aspecification.

This invention relates to carburetors for internal combustion enginesand particularly to a carburetor adapted to the-use of the light orheavy hydro-carbons.

The broad object of this invention 'is to providea carbureter which isarranged not only to deliver mechanically atomized fuel to thecarbureting chamber in the usual.

manner, but to also deliver with the fuel, air previously charged withfuel vapor whereby a mixture 'of improved combustible qualities isprovided.

Another object of the invention is to provide a carbureter wherein notonly the mechanfically atomized fuel is provided in the usual manner,but wherein also provision is made for an air intake through thecarbureter whereby air may be drawn over' a relatively extensive surfaceof exposed fuel prior to the exit of the air into. the manifoldconnection of the carbureter.

A- furtherobject of the invention is to provide means for. priming theengine for a lighter volatil fuel contained in a sepa-- rate chamber inthe carbureter, which chamher and a larger chamber for the heavier fuelareconnected with the atomizing devices by a common duct governed by avalve permitting the useof the fuel in either of the chambers. p g

The invention isclearly shown in the accompanying drawings in which-Figure 1 is a plan view of a complete carbureter embodying theinvention; Fig. 2

is a side elevation of the construction shown in Fig. 1 Fig. 3 is avertical sectional view .of the structure shown in Fig. 1 in the'planeof line 3-3, Fig. 1; Fig. 4! is also a vertical section through thestructure shown in Fig. 1 .in the plane, of line 4-4 of said- Fig. 1shown on a somewhat enlarged scale; Fig. 5 is a horizontal sectionalView of the structure shown in Fig. 2 in the plane of line 5-5 of thelatter, this view also being shown on a somewhat enlarged scale; Fig. 6is an end view of the atomizing tube showing{ air passages on one endthereof.

eferring now to these drawings, a is the body ofthe carbureter, to theintake end of which 1s fitted the hell 6, andon the opposite end areflanges c for-attachmentto the from either chamber may be permittedtoenter a chamber m in which are securedthe atomizmg and the vaporizingdevices which will be referred to farther on. The passage f isrelativelydeep with respect to its widthand itscross sectional shape isindicated in dotted lines in Fig for example, be formed by drillingseveral holes of a diameter equal to the width of the passage one aboveanother from the outside of the carbureter. The passage may then beclosed at its outer end by the set screw of relatively large diameter,shown at the right of chamber m inFig. 5. The passage 9, although notshown in cross section in the drawings, is to be understood as beingidentical in shape with passage f. and

the passage 9 may be formed in a slmilar manner and closed at its outerend by the relatively large set screw, shown in Flgs. 2 and 5.

By referring to Figs. 3 and 4 particularly, it will be seen that thenormal fuel level is indicated b the dotted line 00-50, and the heavierfue is maintained at this'level in the usual manner by means of a floato in the chamber e, which float is provided wlth the usual needle valve0 to govern the intake of fuel from any source of supply.

No float device is used in connection with chamber 0? since the fueltherein is used only for starting purposes. This chamber may be filledfrom its open upper end to approximately the levels-w of the fuel inchamber e, although noparticular care need be taken to have the levelsof the fuels in the two chambers identical. It will be observed that.

the normal "fuel level ofthe chamber e is in the plane of the axis ofthe c'arbureting chamber 9 of the carbureter, that is.to say, thepassage into which, the atomlzed fuel is 4. This passage may,

drawn on the suction stroke of theengine. It will be observed also, byreference. to Fig. t particularly, that the plane of fuel levelintercepts the two passages f and'g in such a manner that the fuel levelis always be necessity of a float-controlled supply therefor. Thepassage 9 and that part of passage f used when fuel is supplied fromchamber e is also deep enough to permit the level of fuel therein tofall and remain below the normal level without interrupting the supplywhich condition generally occurs when the engine is running at highspeeds. It will be noted also that in the upper end of the cap, r, whichis fitted to the upper end of the chamber e, there are air passages scommunicating with the interior of the chamber 6. above the fuel leveland that the reservoir d is open at the top to the atmosphere as shownin Fig. 3. Hence, on the suction stroke of the engine, whereby fuel willbe drawn through the atomizing devices to be described into thecarbureting chamber of the carburet'er, this fuel will fill only thelower portion of the passages f and g' and only the lower portion of.the chamber m, the upper portions of these passages and this chamberbeing connected to the atmosphere as heretofore described whereby airwillenter the atomizing devices together with the fuel.

The atomizing devices are so constructed as to permit the discharge ofmechanically atomized fuel intothe carbureting chamber 9 and also theair sages f and g which air in its assage through these atomizingdevices wi l have passed over a relatively extensive exposed area of thefuel whereby it will have become more or less charged with vapor takenup from said exposed surface and, at the discharge orifice of theatomizing devices, will mix with the mechanically atomized fuel andthusenter the mixing chamber. vices will next be described. A tube t extendshorizontally into the carburetin chamberand, save for the aperture v,-is.c osed at one end. The-opposite end of this tube is flanged at at w andbears against one wall of the chamber m. Into this flanged end or thetube, there extends concentrically another tube :22 whose externaldiameter is less than the internal diameter of the tube t. This tube ahas a conical end which is fitted'to a conical seat in the flanged end wof the tube.

t whereby itis held concentrically within the latter and an annularspace 3 provided between the two tubes. Around the conical end of thetube a: which bears against the flanged part w, channels 6 are provided'drawn through the pas.

These atomizing de- I whereby air and fuel from the chamber m may enterthe annular space y notwithstanding the conical end of the tube isfitted closely otherwise into the part w. The tube a: has a centrallylocated passage 7 therethrough which terminates axially of the aperture'0 in the tube t, the passage 7 being located substantially on or atrifle below the fuel levehas indicated by the line ac. To hold the twoconcentric tubes t and w in their proper operative positions, a hollownut-8 extends through the wall ofthe body of the'carbureter and bearsagainst the conical end of the tube as which in turn bears against theflanged end of the tube t. This nut, when screwed into the positionshown in Figs. 4 and 5, holds the parts in their operative position,Fig. 4, to permit the free access of the fuel to the passage 7 and alsothrough the channels 6 into the lower part of the annular chamber 3which surrounds the tube on. The carbureting chamber is provided withthe usual regulatin valve 10 or any other convenient means or regulatingthe passage of air therethrough.

The operation of the carbureter will now be described. On starting,relatively volatile fuel, such as gasolene, for example, is poured intochamber at through its open up-' per end to approximately the level at-w. The valve 7:. is turned to permit fuel from chamber at to be drawnthrough passage 7 into chamber m and thence to the atomizin devices ofthe carbureter. As soon as the cy inder temperature of the motor hasreached theproper point to' permit the .use of the heavier fuel, thevalve 72. is turned to cut off the supply-of fuel from the chamber d andpermit'the supply contained in the chamber e to flow through the passage9 to the cham ber m and thence to the atomizing devices.

The required temperature in the cylinders to permit a motor to operatepractically on kerosene, for example, as illustrating one of the heavierfuels, would be approximately 140 to 150 degrees which i the averagevaporizing point of this fuel. If a heavier fuel were used, it would benecessary to wait until the cylinder temperature were somewhat higher.Fuel having been introduced into the chamber m, it will rise to thelevel of the line w only; then on the suction stroke of the piston ofthe motor to which the carbureter is attached, mechanically atomizedfuel will be ejected through the passage 7 through the aperture '0 inthe tube t and thus into the atomizing chamber q. At the same time, airwill be drawn through the passages 6 which communicate with the an-,nular spacey, or at least through such passages as are located abovethe fuel level,

and, by means of the same suction effect, this air will be drawn outthrough the aperture v. The air thus passes over the surface of thevapor eaporated therefrom.

fuel which is exposed thereto in the annular "space and in its passageover thi fuel surface becomes more or less charged with This vapor ladenair mingles with the atomized jet from the passage 7 and provides a moreperfectly combustible mixture than does a mechanically atomized fuelalone, especially when a fuel is used which evaporates a slowly askerosene.

Vhat I claim is 1. A carbureter, comprising, a carbureting chamber, atube closed'at one end and extending horizontally within said chamber,an aperture in said tube adjacent said closed end and in communicationwith said chamber, a fuel supply adapted to permit the entrance of airabove the level of the fuel therein, connections between said supply andsaid tube. the horizontal plane passing through the axis of said tubearranged to intercept said connections, the axes of the latter arrangedto lie in a common horizontal plane, and means normally to maintain thelevel of the fuel in said supply in said first-named plane, whereby airand fuel will be drawn through said tube into said chamher, and the airwill be saturated with fuel vapor prior to its entrance to said chamber.

2. A carbureter, comprising, a carbureting chamber, a tube extendinghorizontally Within said chamber, a second tube arranged concentricall ywithin said first-named tube, each of said tubes being formed with anaperture therein in communication with said carbureting chamber, a fuelsupply, connecting means between said supply and said tubes, means toadmit air to said supply above the level of the fuel therein, and meansnormally to maintain the level of the fuel in said supply in the planeof the axes of said tubes, the plane of fuel level arranged always tointercept said connecting means, whereby air and fuel will be deliveredfrom said-tubes into said chamber, said air being charged with fuelvapor prior to its entrance to said carlnireting chamber.

3. A carbureter, comprising, a carbureting chamber. a tube closed at oneend and extending horizontally within said chamber, a second tubeclosedat one end and mounted concentrically within said first-named tube, eachof said tubes being provided with an aperture adjacent the closed endthereof which communicates with said carbureting chamber, a fuel supply,connecting means between said supply and said tubes arranged in ahorizontal plane, the horizontal plane passing through the common axisof said tubes arranged to intercept said connecting means, means toadmit air to said supply above the level of the fuel therein, and meansnormally to maintain the level of the fuel in said supply in the planeof said axis, whereby air and fuel may be delivered to said tubes andfrom the apertures therein to said carbureting chamber, said air being.closed end in communication with said chamber, a fuel supply, a secondfuel supply, a two-way valve, connections between each of said suppliesand said valve, a connection between said valve and the open end of saidtubes, each of said supplies and tubes arranged to permit the entranceof air above the level of the fuel therein, whereby fuel and airsaturated with fuel vapor may be drawn from either of said suppliesthrough said tubes to the carbureting chamber. 4

5. A carbureter, comprising, a casing formed with a carbureting chambertherein open to the air at one end and adapted to be connected to anengine at the other end, means to regulate the passage of air throughsaid chamber, said casing being formed with receptacles for two kinds offuel therein, a two-way valve, connections between each of saidreceptacles and said valve formed. in said casing, a tube closed at oneend and extending horizontally within the carbureting chamber, a. secondtube closed at one end and mounted concentrically within saidfirst-named tube, each of said tubes being formed with an openingtherein in communication with said carbureting chamber, a chamber formedin said casing and communicating with the open ends of said tubes, and aconnection formed in the casing between said valve and said chamber,said tubes, connections and receptacles arranged to permit the entranceof air above the level of the fuel therein whereby fuel and airsaturated with fuel vapor may be drawn from either receptacle into saidchamber.

6. A carbureter, comprising, a casing provided with a carburetingchamber and a cylindrical chamber adjacent said carbureting chamber, atube extending from said lastnamed chamber horizontally within thecarbureting chamber, the end of said tube extending into the cylindricalchamber being formed with a conical seat, a second tube within saidfirst-named tube, a conical head thereon formed with grooves therein,said head adapted to be seated in said conical seat, each of said tubesbeing closed at the end extending into said carbureting chamltd tubesand cylindrical chamber, arranged so that their respective'axes lie inthe same horizontal plane and in the plane of the normal level of thefuel in said supply and said connections arranged to be intercepted bysaid plane, whereby fuel and air charged with fuel vapor may be drawninto said 8. A carbureter, having a fuel supply chamber in communicationwith the atmosphere above the level of the fuel therein, meansin saidchamber to maintain the fuel therein at substantially a. constant level,a carbureting chamber formed with an air in take and a nozzle incommunication with the latter and also in communication with said supplychamber both above and below the level of the fuel therein at all times,all constructed and arranged so that fuel and air saturated with fuelvapor may be delivered to said carbureting chamber to mingle with theair (1 'awn from said intake.

PIERRE GILLES.

Witnesses F. G. NEAL, WM. H. CIIAPIN.

